Five Principles of Urban Design

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CHAPTER
URBAN DESIGN
Urban design is the art of making places for people. It includes the way places for work and matters such as for the area, at a level that makes full use of urban services. Averaging allows for areas to have a mix of low,
community safety, as well as how they look. It concerns the connections between people and places, medium, and high intensity development. Mixing densities to encourage efficient use of services also means
movement and urban form, nature and the built fabric, and the processes for ensuring successful city and requiring a high level of building and sitting compatibility, encouraging neighborhoods to have both character
cities. It is a key to creating sustainable developments and the conditions for a flourishing economic life, for and privacy.
the prudent use of natural resources and for social progress.
Careful street sizing and the accommodation of some parking on streets reduces impervious surfaces and
Five Principles of Urban Design efficiently uses of urban services. In short, streets should sized for their use: lower density areas that have little
through traffic are best served by slower, narrower streets, while transportation corridors that move city-wide
The following five principles represent the most notable aspects of urban design. Together, these principles or provincial-wide traffic need wider roads.
describe an interconnected system of urban development for Calbayog City.
Mix of Uses
Efficient Use of Land and Resources
Locating stores, offices, residences, schools, and recreation spaces within walking distance of each other in
Urban design supports the preservation of land and natural resources. These benefits result from compact compact neighborhoods with pedestrian-oriented streets promotes:
building forms, infill development, and moderation in street and parking standards. Compact development
protects agricultural lands from urban sprawl, preserves land for city and residential housing, parks and rivers • Independence of movement, especially for the young and the elderly who can conveniently walk, cycle,
and creeks. Furthermore, compact development shortens trips, lessening dependence on the fuel-runned or ride public transports;
vehicles, and therefore reducing levels of fuel consumption and air pollution. Finally, a compact development • Safety in commercial areas, through around-the-clock presence of people;
pattern supports a more cost-effective infrastructure and utilities distribution on the part of the local • Reduction in vehicle use, especially for shorter trips;
government unit than does low-density development.
• Support for those who work at home, through nearby services and parks; and
• A variety of housing choices, so that the young and old, singles and families, and those of varying
Utilization of Urban Services
income groups may find places to live.
The same frugality of land development also supports efficient use of public and private infrastructure.
Mixed-use examples include a corner store in a residential area, an apartment near over a shop, and a lunch
Development should means creating neighborhoods where people will use existing services like water and
counter in an industrial zone. Most zoning ordinances prohibit the co-location of any residential and
power lines, drainage, roads, and schools. Building urban services outside urban area, requires prudent
commercial buildings due to incompatibility. Using designs standards, in tandem with mixed-use zoning,
financial management and comprehensive implementation of necessary infrastructure support.
overcomes incompatibility. Fundamentally, to gain the full benefits of a mix of uses, buildings must be
conveniently connected by streets and paths.
Building compactly does not mean all areas must be densely developed. Rather, the goal is an average density
Calbayog City Comprehensive Development Master Plan, 2003-2023

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Transportation Options Designing streets, landscapes and landmarks that are balanced and attractive for pedestrians, cyclists, and
motorists promotes economic development of community through clustering of establishments and meeting of
For people who have the option to choose how they travel, transportation must be safe, convenient, and neighbors. Neighborhood safety is also improved, since neighbors can more easily come to know one another
interesting. These performance factors affect sidewalk and street design, placement of parking, and location of and watch over each other’s homes.
buildings. Well-designed bike lanes and sidewalks protect people from vehicular accidents. Orienting
buildings to the sidewalk increases awareness and the safety of streets.
Convenience begins with a connected network of streets that provides alternative routes with reasonable
walking distances between destinations. A properly designed road network also promotes neighborhood safety
by routing the heaviest traffic around neighborhoods, without sacrificing street connectivity. Studies have
shown that the level of aesthetic interest is a critical factor in choosing a walking route.
Providing compact, mixed-use development connected by safe, convenient, and interesting networks of streets
and paths promotes:
• Walking and cycling as viable, attractive alternatives to riding and driving;

• Less traffic congestion, and air pollution;
• The convenience, density, and variety of uses necessary to support public transport;
• A variety of alternative routes, thereby dispersing traffic congestions; and
• Lower traffic speeds, making neighborhoods safer.
Human-Scaled Design The illustration at the top shows a site developed as conventional large-
lot subdivision. The lower illustration shows the same site with clustered
development designed to preserve environmentally sensitive land. The
overall density of development is similar.
Community acceptance of compact, mixed-use development requires compatibility between buildings to
assure privacy, safety and visual coherency. Similar massing of buildings, orientation of buildings to the street,
the presence of architectural elements, and effective use of landscaping all contribute to successful
Proposed Design Guidelines
compatibility between diverse building types.
This design guidelines which, taken as a whole, describe the design vision that will help guide the built form of
Human-scaled design is also critical to the success of streets and paths as preferred routes for pedestrians,
Calbayog City. The emphasis in this guidelines is on defining the general design, appearance, and layout of
cyclists and motorists alike. In general, smart street design considers the role of pedestrians along with that of
sites, buildings, neighborhoods, landscape elements, streets, and sidewalks and paths.
vehicular traffic, emphasizing the quality of walking environment. For instance, parallel parking may be
considered a hindrance to vehicle flow, but for pedestrians and shop owners, on-street parking is benefit
because it reduces speeding traffic and protects the sidewalk.

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Building Design, Height and Mass:
Where possible, it is recommended that buildings on the site be arranged so that a sufficient number of
• Within a neighborhood or community activity center, buildings should be built on a “human scale” the site’s buildings or portion of the site’s aggregate building mass has an orientation towards the
(i.e., where buildings do not dwarf the people, and where the detail, materials, and building design fronting arterial(s)/ street(s), and are located in relatively close relation to those fronting arterial(s)/
lend a intimate and personal feel to the streetscape). street(s), so as to effectively frame and define the fronting streets and the pedestrian realm along those
• Within an activity center, building heights should be greatest in the focus area and inner portion of the streets.
support area (the part closest to the focus area), and should transition to lower heights outward from • In activity centers, some consideration should be given to orienting at least some of the buildings to
the focus area to the outer edge of the support area. streets leading into the activity center from the neighborhood and along the major fronting streets.
• Buildings at the outer edge of an activity center’s support area should be comparable in height and • As far as practicable, buildings in activity centers should not be separated from fronting streets by large
mass with the surrounding neighborhood beyond the support area. parking lots. At a minimum, placement of outparcel buildings between a large parking lot and the
• Building heights within a community activity center should be no more than 4-7 storeys. street can be used to help define the streetscape, and lessen the visual impact of the parking lit from the
street.
• Low-and medium-density residential neighborhood buildings outside of activity centers should
generally not exceed about 3 storeys. • Whenever the focus area or support area of an activity center are split across streets or quadrants of an
intersection, the buildings on the different quadrants or sides of the roadway should not be separated
Arrangement and Siting of Buildings: from each other by “a sea of parking.” The line and massing of the buildings and structures on each
quadrant should be arranged such that they are as close to each other as possible and linked by
crosswalks and pedestrian paths, encouraging pedestrian movement between the quadrants on opposite
• Buildings in an activity center or industrial park focus area should be arranged in a manner that creates
sides of the arterial. Ideally, part of the line of the principal building mass on each quadrant should
a sense of enclosure and defined space. A site’s buildings should be arranged so that they help to frame
extend as close to the intersection crosswalk as possible.
the fronting streets, as well as the internal streets of the activity center, giving deliberate form to streets
and sidewalk areas.
Building heights should be highest in the center of the focus area and progressively lower as Transit and pedestrian friendly developmen t (left) compared to development that is not transit
one moves toward the support area. and pedestrian friendly (right).

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• At a minimum, sensitive placement of outparcel building along the opposite sides of the street can be
used to help define the streetscape, and bring the two focus or support areas in closer relation to each Design Compatibility
other. In such cases, the outparcel buildings should also be located in close relation to the street and
to each other, and in common alignment. • Building design and landscaping in neighborhoods should be compatible and harmonious.
• All buildings in the activity center should be in close physical proximity (to the extent allowed by site • In an activity center, the design, architecture, and materials of buildings and landscaping should be
topography), well-connected by pedestrian sidewalks, walkways, arcades, or colonnades, and not compatible, harmonious, and adhere to a common design theme.
separated from one another by large parking areas. One should not have to walk in and along parking • In an industrial park, or for nonresidential development outside of activity centers and industrial parks,
aisles or roadways to get from any one building to another. the design, architecture, materials, and appearance of the site and its buildings should be compatible
• In activity centers and nonresidential developments outside of activity centers, outparcel buildings and harmonious with one another and with adjacent uses, especially from views along arterials major
should be designed so that they are not only oriented towards the fronting streets, buy also have a collectors.
relation and orientation with the rest of the development.
• In activity centers (and elsewhere), the design of outparcel buildings and sites should be integrated into Design Integration
the overall design of the activity center. Outparcel buildings should have architectural, design, and
pedestrian connections strongly linking them with rest of the activity center. For example, covered • An activity center should be integrated into, and compatible with, the layout, design, and appearance
pedestrian walkways linking outparcel buildings with the main buildings of the center could provide a of the surrounding residential neighborhood(s).
strong design connection. • The support areas of an activity center should be integrated into the design of the focus area.
• Diverse land uses should be linked together in an integrated and cohesively designed manner.
• Streets, sidewalks, and other connective outdoor spaces should weave new development into the
community fabric as completely as possible.
Public Spaces:
• Pedestrian-oriented public outdoor spaces should be incorporated as design elements into activity
centers and industrial park focus areas. These public spaces my include a formal park, plazas, and so
forth, as focal points for community interaction. These public spaces should be integrated
purposefully into the overall design of the activity center, and not merely be residual areas left over
after buildings and parking lots are sited. These spaces should also be placed next to the areas that
generate the users (such as street corners, shops and restaurants, stores, daycare, and households).
• Within an activity center, street furniture (e.g.,benches), lighting, and sensitively arranged uses such as
outdoor cafes should be provided to encourage human interaction and street life.
• Neighborhood parks should be integrated into each neighborhood as central design elements.
At the top is an intersection with buildings separated by wide expanses of parking. This
discourages pedestrian flow between sites. The bottom illustration shows the same
intersection with some buildings placed near the roadway (and other buildings) creating
greater opportunity for pedestrian flow between sites.

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Trees, Landscaping, and Natural Environment Buffers:
• Existing vegetation and large specimen trees should be preserved and incorporated into site design • Adequate buffers should be provided to mitigate incompatible transitions between higher-density uses
when possible, in order to create a natural appearance and the impression of a mature landscape, and lower-density uses and between residential and nonresidential uses.
subject to the following guidelines: • Vegetated buffers and other screening should be used to buffer incompatible land uses if architectural
and design transitions are unfeasible or inadequate.
§ The trees and vegetation to be preserved should be a long-term asset to the site or the
community. Tree and vegetation preservation should be evaluated by comparing the overall Visual Impacts:
quality and appearance of the site if it were to have replanted areas versus if it were to have
preserved areas – 5 to 10 years after construction. • Adverse visual (view) impacts from one development onto another should be avoided or mitigated.
§ The preservation of vegetation should also be weighed against the amount, type, and quality of Adverse visual impacts from nonresidential sites onto nearby residential areas, or from high-density
replantings that could be achieved for the same cost, with a view to the term appearance of the residential sites onto nearby low-density residential areas, should be avoided through the use of visual
site. For the same cost, it may be possible to replant a site so that its long-term appearance will buffers and/or the use of neighborhood-compatible architecture and building mass and siting.
be far more lush than could be achieved by preserving native vegetation.
§ Preservation of existing vegetation should not take precedence over the other design criteria of Noise and Light Impacts:
this chapter.
• Adverse noise and lighting impacts from one site onto adjacent or nearby sites should be avoided,
• A sufficient number of trees, of appropriate type, should be preserved or provided on residential lots to minimized, or mitigated.
provide adequate household shade at maturity.
• Significant landscaped and/or natural streetscapes along roadways are encourage. Roadway Design Criteria
• Street trees are desired along all arterials and major collectors within activity centers, and whenever
buildings are oriented in close relation to the street. Residential streets should also be lined with street Connectivity:
trees, providing a generous street canopy at maturity.
• Parking aisles should be separated from one another by planted medians with shade trees. • Development in Calbayog should be a highly connected roadway pattern. A highly-connected road
• Development should generally conform to the natural terrain to the extent practical, but not at the network provides numerous alternate routes for trips between the same origins and destinations. A
expense of compromising the other criteria in this Plan, or at the expense of precluding innovative poorly-connected road network offers few, if any, alternate routes between the same trip origins and
design that would be an asset to the community, in accord with the general spirit and intent of this destinations. Traffic studies have shown that highly-connected road networks provide much greater
Master Plan. traffic throughput and mobility for a city, at less cost.
Transitions:
• In general, housing densities should be highest within activity centers, transitioning to progressively
lower densities moving outwards from the focus area to the outer edge of the support area.

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Inter-connectivity between neighborhood streets and the citywide roadway system is necessary in order to
lessen traffic congestion on major roads.
Two approaches to neighborhood roadway design. The illustration at the left shows isolated
neighborhoods that do not connect with one another and provide no stubouts to adjacent properties. The
• Calbayog roadway network should develop so that there is not only a high degree of connectivity at the illustration on the right shows the same neighborhood with roadway connections and stubouts. The
arterial level, but also at the level of collector, local and other secondary road. A high degree of latter approach is preferred.
connectivity at the level of secondary roads as well as arterials vastly improves a road network’s
performance and traffic throughput. The roadway pattern should not “force” short trips of one or two § An activity center’s road network should connect directly into the neighborhood road network
kilometers unto arterials; it should be possible for trips of this sort to be made using collector or other of the surrounding community (arterial and secondary roads), providing multiple paths for
secondary roads. With a highly-connected roadway network, cross-city trips should be possible using movement to and through the activity center. In this way, trips made from the surrounding
fairly direct, through secondary roads. residential neighborhood(s) to the activity center should be possible without requiring travel
• Given the density of development in Calbayog, arterials should generally be spaced no more than along a major thoroughfare or arterial.
approximately one kilometer apart, with at least one or two through collectors (secondary roads) in § The roadway pattern within a residential or nonresidential development, if any, should be
each direction (i.e., north-south and east-west) intervening between the arterials. This fills in the space highly connected, and should link to the exterior city road network as much as possible (e.g., as
between the arterial “grid.” extensions or continuations of existing or planned city roads).
• In keeping with the desire for a high degree of roadway connectivity, the following guidelines are § Outparcels should also be connected to and served from the internal streets of the
offered: nonresidential development of which they are a part.
§ The road network of any one development or site should interconnect with the road network • It is recognized that the development of roadways is often constrained by site topography, and that in
of any adjacent development or site, creating a highly-connected city-wide road network. some instances the degree of connectivity envisioned by this Plan may not be practicable, due to severe
Developments where the internal road networks are isolated from all adjacent sites, except to natural and topographic constraints.
the fronting arterial or collector, are discouraged.

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Center Turn Lanes and Medians:
• Roadway-center two-way turning lanes should be avoided. If a turning lane is necessary, a single-
direction turn lane is desired. Center two-way turning lanes are undesirable because they: 1) pose
traffic hazards, due to head-on conflicts and illegal use of the lane for left-out turn stacking; 2) can
pose increased traffic risks for pedestrians crossing the roadway; 3) create a needlessly-wide curb-to-
curb expanse of pavement which detracts for the cityscape; and 4) have the undesired side-effect of
encouraging the progression of future strip nonresidential development along the arterial (since they
are perceived as accommodating high-volume left-in/left-out turning movements to sites fronting the
arterial). With improved land planning and roadway design, center two-way turn lanes should rarely
be needed.
• Arterials should include planted center medians. Planted medians are desired because they: 1) enhance
the overall city appearance, raising property values and improving the City’s overall economic
attractiveness; 2) can have a psychological effect on drivers that may result in less speeding; 3) help to
impede the progression of any future strip nonresidential development along the arterial (without cuts,
left-in/left-out turning movements to sites fronting the arterial are prevented); 4) provide practical This illustration shows to approaches to arterial design, one with a two-way turning lane (top) and one with a
relief to pedestrians and bicyclists crossing the roadway by providing a mid-point crossing island at planted median (bottom). The advantages to the five-lane arterial include enhanced drive sight-lines and
greater access-egress for driveways and intersecting streets. The disadvantages of roadways with medians include
crosswalks; and 5) can improve traffic safety, when properly designed, by creating a barrier to head-on lessening opportunities for collisions between oncoming vehicles, aesthetic appeal, provision of crossing relief for
pedestrians (at intersections), and impeding opportunities for strip-development along the roadway. The
collisions. disadvantages include lessened access-egress and potential diminished drive sight-lines. This conceptual design is
• In order to accommodate the two items above and increase road capacity or arterials, relatively few recommended for the city’s Diversion Road.
access points to sites should be provided per kilometer from arterials. Most sites should be served
from collectors or secondary roads, and not from materials.
• Arterial medians are especially important around activity centers, where they signify the importance of
Traffic Impacts
the activity center as a community focal point.
• Arterial medians may also be advisable or roadway sections where homes front on the arterials.
• Access to and from a development or site should not create undue traffic flow problems on adjacent
Although a medium in such an instance will prevent left-out turning movements from the fronting
roadways.
homes, as long as an acceptable alternate route exists for the homeowner the median may be preferable
to a two-way turn lane, since it may have the effect of lowering traffic speeds (improving safety),
Speed
provide a crossing island for the residents (improving safety), prevent conversion of the street to strip
nonresidential uses (saving the neighborhood), and provide a streetscape that preserves property values.
These benefits should be carefully weighed against the convenience of left-out traffic movements. • Road speeds within an activity center should generally not exceed 35 kph, and should be compatible
with the pedestrian nature and scale of the activity center.

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Diversion Road § Rather than having a single, very large contiguous parking area between the fronting street and
the buildings, the parking should be broken up into smaller lots, with generous amounts of
• Completion of Diversion Road will also be of great help to ease tension and spread of thorough traffic parking directed to the rear and sides of the buildings or site. Single, very large parking lots
in the city. should be avoided.
• The proposed Diversion Road should be designed to accommodate highly-connected roadway and § This section does not mean that there can be no parking areas between the fronting street(s)
bicycle path networks, as well as act as conservation strip and flood catchment basin. Towards this and the principal buildings in shopping centers or other large nonresidential or multifamily
end, it is recommended that the Diversion Road includes ample crossing points for arterial and developments. The intent is to significantly reduce the amount of large surface parking
secondary roads, with sidewalks, so that overall roadway and bicycle network connectivity can be between the fronting street(s) and the principal buildings, allowing the buildings to be brought
achieved and maintained. It is also recommended that the Diversion Road include ample numbers of somewhat closer to the fronting street(s), in support of a more attractive, upscale, and
crossing for linear parks and conservation corridors, so that the expressway does not prove a barrier to pedestrian-and transit-friendly environment.
recreation, pedestrians, and wildlife. With these features, the Diversion Road will not necessarily
cleave Calbayog into disjointed communities. • For multifamily residential development, streetscapes along the fronting streets should not be
dominated by large parking areas or garages; parking should be directed into interior spaces
Parking Criteria (location, orientation, land area) multifamily developments. The intent is to significantly reduce the amount of large surface parking
between the fronting street(s) and the principal buildings, allowing the buildings to be brought
Where to park: somewhat closer to the fronting street(s), in support of a more attractive, upscale, and pedestrian-an
• For any sites or developments that include significant amounts of parking, site design should avoid a transit-friendly environment.
“sea of parking” impression from the fronting streets (i.e., where vast amounts of surface parking • For multifamily residential development, streetscapes along the fronting streets should not be
dominate the view(s) from the fronting street(s) to the site’s primary buildings). dominated by large parking areas or garages; parking should be directed into interior spaces on the site,
away from the fronting streets. For example, parking could be directed to the sides and/or rear of the
There are several reasons for avoiding a “sea of parking” between fronting streets and a site’s principal units, courtyards, or garages located in, under, to the side, or behind the units. Single, large parking
buildings: (1) Most commercial parking lots are sized for peak day demand, which usually occurs lots for multifamily dwellings should generally be avoided.
around the major holidays. For most of the year, vast portions of these parking lots go unused, • Streetscapes in small-lot single-family detached subdivisions should not be dominated by garages rather
detracting from the landscape along the fronting boulevards and creating a sense of desolation. If such than homes. Thus, rear-yard garages are encouraged whenever possible. (Rear-yard garages can be
peak day parking were directed to the sides or near of such sites, the landscape would be much accessed either from the fronting street or from an alley; such garages are usually accessed from the
improved. (2) The presence of vast parking lots between the fronting street and buildings results in the fronting street, via a driveway that goes along the side of the house or lot to the rear yard).
principal buildings being set back from the roadway to such an extent that it discourages pedestrian
access to the site and will frustrate any future transit connections to the site. (3) Streetscapes that are Buffering and Screening
dominated by parking lots contribute to a bleak formless urban environment, potentially lowering
property values and detracting from city character. • Parking lots that face a street should be partially screened from the street by a low fence, wall, hedge, or
topographic or vegetated buffer.
In keeping with the desire to avoid a “sea of parking” impression from the fronting street(s), the • If a parking lot fronts an arterial or major collector, and is or such a size that it dominates views from
following guidelines are offered: the fronting arterial/collector and detracts from the overall streetscape and community appearance,

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then it recommended that the parking lot be screened or buffered form view along the fronting Pedestrian and Bicycle Access and Connections:
roadway(s).
General:
Landscaping • Access to developments should serve the needs of the pedestrian and bicyclist as well as the motorist.
Site design should balance the needs of both the automobile and the pedestrian, and of both
• Parking aisles should be separated from one another by planted medians with shade trees. When automotive and pedestrian/bicycle traffic.
possible, it is recommended that parking aisles and their shade trees be aligned in a solar orientation to
cast shade on parked cars during the summer months, if such an orientation does not compromise Connectivity:
other design criteria in this chapter. • Calbayog should have highly connected pedestrian and bicycle pathway networks. Pedestrian
pathways include sidewalks, linear parks, shared bicycle/pedestrian paths and sidewalks, and local two-
lane residential streets. Bicycle pathways include shared pedestrian-and-bicycle facilities, such as linear
parks, grade-separated bicycle/pedestrian paths, shared bicycle/pedestrian sidewalks, and other shared
bicycle/pedestrian paths, plus on-street bike lanes, and local two-lane residential streets.
A highly-connected path network provides multiple alternate direct routes for pedestrian/bicycle trips
between the same origins and destination (at a mininum, there should be at least on direct route for
pedestrian/bicycle trips between a given origin and destination). A poorly-connected path network
offers few, if any, alternate direct routes between the same trip origins and destinations. An
unconnected path network fails to provide for any direct pedestrian/bicycle routes between specific
origins and destinations.
Attractive landscaping relieves the monotony and “sea of asphalt” appearance of large parking lots. • It should be possible for pedestrian (or bicycle) trips to be made within or between neighborhoods,
communities, or different sites in Calbayog using only the pedestrian (or bicycle) path system – i.e.,
without requiring travel off of the path system. Cross-city trips should eventually be possible using
fairly direct pedestrian (or bicycle) paths.
Amount of Parking • The following connectivity guidelines are offered:
§ The pedestrian (or bicycle) paths of any one development or site should interconnect with the
• The number of parking spaces in an activity center should be limited by encouraging “shared parking,” pedestrian (or bicycle) paths of any adjacent development or site, creating a highly-connected
where parking areas are shared among the activity center’s diverse land uses in order to meet the 24- city-wide pedestrian (or bicycle) path network. Developments where internal paths are isolated
hour variation in peak parking demand. For example, most office parking spaces will be vacant after 5- from all adjacent sites, except along the fronting arterial or collector, are discouraged.
6 p.m., when they could be used by customers of the adjacent shopping center in the activity center.

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Sidewalks
• In an activity center, for streets that have buildings or development on both sides of the street,
sidewalks should be provided on both sides; for streets that have buildings or development on only one
side of the street, a sidewalk is needed on that side only.
• For collectors and arterials that have speed limits over 10 kph or are three or more lanes wide,
sidewalks should be provided on both sides of all streets that have buildings or development on both
sides of the street, and on the developed side of all streets that have buildings or development on only
one side of the street.
Crossing
• Pedestrian cross-walks and bicycle crossing (which may be shared bicycle & pedestrian crossings)
should be provided throughout the community as necessary for the safety, convenience, and feasibility
Two ways of building bike-lanes: In the upper drawing, the land is built “at grade” of pedestrian travel between the community’s residential, shopping, employment, recreation, and
with the roadway. In the lower drawing, it is built adjacent to the sidewalk and institutional sites.
separated from the roadway.
Safety
§ The pedestrian (bicycle) path network within a given development or site should be highly
connected. All points within a development or site should be accessible to pedestrian (bicycle)
• Ideally, trips made within and between neighborhoods, and between community destinations such as
traffic via pedestrian/bicycle paths.
neighborhoods, activity centers, public places (schools, places of worship, parks, shopping, etc.), and
§ It is especially important that public destinations such as schools, places of worship, parks, employment areas should not require bicycle travel in a roadway having a posted speed in excess of 10
libraries, post offices, shopping, and so forth, should be connected by pedestrian (bicycle) paths kph, except for the purpose of crossing the road.
with each other and with nearby residential and employment areas.
• The travel ways for bicycle traffic should be designed to minimize automobile-bicycle travel conflict,
keeping bicyclists of all ages safely out of the automotive stream.
• It is recognized that the development of pedestrian (bicycle) paths is often constrained by site
• It is recognized that many proficient adult bicyclists prefer to move in and with the automotive stream
topography, and that in some instances the degree of connectivity envisioned by this Plan may not be
along major streets, or along on-road bicycle lanes. However, this Plan seeks to address the mobility
practicable, due to severe topographic constraints.
needs of all its potential bicyclists, including children, senior citizens, and less proficient adults, who
• It is recognized that some pedestrian (bicycle) paths and connections make little practical sense, such as should not be forced to travel on roadways, except on low-speed, local streets. As Calbayog develops,
having an extensive pedestrian path system within an industrial park or similar land use. It is not the safe routes need to be provided so that children and others can safely bike to school, the library, parks,
intent of this Plan to require such connections. and so forth.
• Places to stay/park and lock bicycles should be provided or accommodated at points throughout an
activity center’s focus area.

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Transit Access and Connections: General Design Guidelines for all Traditional Neighborhood Development
• Activity centers and industrial parks should include location(s) for local transport stop(s), sited in • Traditional neighborhoods are usually organized around a central neighborhood activity center
accord with an eventual city long-range transport plan. The Diversion road should accommodate the (i.e., “village center”), where shopping, offices, and public facilities are located. The neighborhood
service needs of regional transport services plying and passing Calbayog City. center should include one or more focal public spaces, such as neighborhood park or plaza.
• Reservations or provision of parking space for park and ride or carpool uses is encouraged at transport • Traditional neighborhoods, activity centers, and other TND-style developments have a walkable,
stops in an activity center. pedestrian orientation. Pedestrian activity is focused along the street.
• Transport stops should be connected with the area’s pedestrian/bicycle pathway system. • Buildings should be built on a human scale, where buildings do not dwarf people, neighboring
• Transport stops in an activity center or industrial park should be identifiable architectural and site structures, or the streetscape itself, and where buildings design, materials, and landscaping lend an
elements, located so that they are within a reasonable walking distance. intimate and personal feel to the streetscape.
• Transport stops should have an overhang or shelter to protect users during inclement weather, benches, • The design of buildings and landscaping in traditional developments should be compatible,
and lighting, and bicycle racks/stowage. harmonious, and adhere to a common theme.
• An activity center’s or office/industrial park’s internal street network and access points should be • Dwellings and other buildings should face their fronting street in a relatively common alignment
designed to facilitate direct, efficient movement of transit vehicles to and from the City’s thoroughfares and have a relatively narrow setback from the street (compared to conventional suburban
and its transit stop. development), so as to create a defined streetscape and sense of place. In nonresidential areas,
• If transit routes are planned within a neighborhood (outside of the activity center) at some point in the buildings should be brought up quite close to the sidewalk.
future, then the designated future residential street routes should be designed to accommodate vehicle
traffic. Activity Centers, Focus Areas, and Nonresidential Areas
Traditional Neighborhood Development (TND) • Traditional neighborhood activity centers should incorporate a central, focal public space (such as a
pedestrial plaza) in the focus area.
As noted the style of development known as Traditional Neighborhood Development or Community Planned • Spacing between building along streets is generally minimized in activity centers, focus areas, and
Unit Development (PUD) is available as an option in most areas marked as Low Density Residential on the nonresidential areas, creating a walkable, pedestrian-oriented street environment.
Master Plan Map. Traditional neighborhood design features may also be applied to activity centers, industrial
parks, and possibly nonresidential infill sites outside of activity centers and industrial parks. For primarily Housing and Residential Neighborhoods
nonresidential infill sites, the traditional neighborhood development model should only be applied if it will be
compatible with adjacent and nearby sites, will enhance and be compatible with the existing streetscape, and • In general, housing densities should be highest adjacent to the traditional neighborhood focus area,
avoids an awkward juxtaposition of urban styles. transitioning to progressively lower densities moving outwards from the focus area.
However, a portion of the high and medium density uses can be mixes throughout the neighborhood.
This section specifies criteria that should be met for traditional neighborhood development. These criteria are • Single-family lots tend to have narrower frontages and smaller lots than in many conventional
in addition to – and not in place of – the other criteria of this chapter. suburban neighborhoods, but a variety of lot widths and sizes can be provided.
• Compensating for generally smaller lot sizes, a traditional neighborhood should include a number of
formal public spaces such as neighborhood parks. These spaces also serve as focal and organizing
elements within the neighborhood.
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• Front porches on homes are encouraged (single, family, duplex, multifamily, etc.), in order to focus Parking Criteria
human activity out into the neighborhood.
• Parking in an activity center, industrial park, or other TND nonresidential site, should be minimized,
Roadway Criteria broken up into smaller lots, and directed to the rear and sides of buildings. Parking may also be
directed into interior courtyard parking lots, surface lots on the periphery of the focus area, and /or
• The roadway pattern within the neighborhood should be highly connected. It is must be based on a parallel street-side parking.
grid system, or variation thereof. Dead-end roads and culs-de-sac roads should be avoided, and used • Parking for multifamily or attached housing outside of activity centers should be directed to the rear
only when site topography lends no other practical alternatives. and sides of buildings, interior courtyard parking lots, multilevel parking structures, and/or parallel
• The neighborhood road network should emphasize the use of two-lane neighborhood streets in a street-side parking.
highly connected grid, rather than four-lane (or wider) arterials and streets. • Street-side parallel parking should be allowed on all streets.
• Residential streets should generally have speed limits of approximately of lower than 10 kph. • Parking for small-lot single family detached homes should be directed to side- and rear-yard garages,
• Alleys may be used behind and between houses to provide access to parking and public utilities (e.g., and/or into curbside parallel parking. Residential garages and parking pads located at the front of
garbage collection, phone booth). homes, dominating the streetscape, should be avoided.
Public Investments
Calbayog City’s public investment in its infrastructure include thousands of small details: street lighting,
manhole covers, catch basins, curb and ramp details, sidewalk paving textures, street trees, utility lines,
benches, fire alarm boxes and hydrants, traffic signs and signals, fencing, parking area, and many more. The
cumulative effect of these details, in conjunction with more substantial investments in public buildings,
defines the standard of quality for Calbayog City’s urban environment.
Private Initiatives
New construction and building renovation include numerous details that impact the design quality of the city.
Sidewalk/Pedestrian Criteria Gas, water and electric meters, electrical transformers, airconditioning equipment, refuse and recycling
facilities and other service features can detract from a building’s appearance if not properly located or screened.
• Sidewalks should be provided on both sides of all streets, separated from the roadway by a planting While the nature and purpose of such equipment imposes certain requirements on their location, these details
strip with street trees, which at maturity will yield a generous street canopy. are often added to a building at the end of the process – leaving few creative options. Whenever possible,
these service features should be integrated into building and site design from the beginning so as not to distract
• Sidewalks in the focus area should be wide enough to support pedestrian shopping traffic and large
from the quality of a building or its site.
street trees.
Gateways
• All buildings in an activity center, industrial park, or nonresidential development outside of activity
centers and industrial parks should be connected by sidewalks.

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Gateways create a sense of arrival for those entering the city or communities within it, and set the tone for
what’s to come. This feeling can be created with appropriate signs and landmarks, plantings, burying utility
lines if possible, protecting important views, and using distinctive pavements and architectural elements at
intersections. Each gateway to the city or its communities should reflect the particular characteristics of its
setting and provide a welcoming introduction.
A proposed conceptual plan of socialized housing strip and linear park along
Calbayog River. GAD
Other Design Guidelines
Signs
A proposed Cardinal Rosales Monument. Location: Brgy. Bagacay. GAD
Public Art • Signs shall adhere to the Code of Ethics for Advertising and Promotions and to the rules and
regulations of the appropriate agency in charge of the conduct of the business.
Public art enhances the overall quality of the urban environment. Examples of public art can be found • Signs shall promote and uphold the public good especially in historical monuments and shrines,
throughout the city. Whether it’s a mural on a building wall, a sculpture in a park, or unique architectural natural scenic areas, parks, parkways and their immediate approaches. Immediate approaches shall
details on a building, public art personalizes the city and offers sees for conversation and contemplation. mean a distance not exceeding 50.00 meters from the periphery of said areas.
Public art also includes performance art and sports arena. Street performers add vitality, activity, and a sense
• Signs shall display or convey only messages or visuals that conform to public decency and good taste
of community. Diverse offerings of public art should be encouraged and celebrated a distinctive elements of
• Signs shall follow standards of design, construction and maintenance in the interest of public safety,
Calbayog City’s quality of life.
convenience, good viewing and to promote proper urban design or community architecture.
• Sign structures may be constructed only in areas where zoning regulations permit them and in
Riverside Housing Strip
accordance with the accepted standards of design; construction and maintenance.
• Signs and sign structures shall be constructed in accordance with the provisions of Section 2003 of the
A riverside housing strip shall be provided along the Calbayog River to formalize informal settlements. By
National Building Code. Plans of sign structures exceeding 3.00 meters in height from the ground
formalizing and injecting economic activity by allowing commercial and tourist activities, said riverbank
shall be signed and sealed by a duly registered Architect or Civil Engineer.
development is a useful source of income among residents.
• Signs and sign structures built within highly restrictive fire zones shall be of incombustible materials.
No combustible materials other than approved plastics shall be used in construction of electrical signs.

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• Signs and sign structures equipped with electrical devices shall have an electrical wiring plan • Adequate provisions for grounding metallic parts of roof signs exposed to lightning shall be provided.
conforming with the provisions of the Philippine Electrical Code duly signed by a Professional
Electrical Engineer; Provided, that for installations not exceeding 600 volts and 4 kilowatts, a sketch Ground Signs
and bill of materials signed and sealed by an Electrical Engineer or Master Electrician shall be
sufficient. • Ground signs shall not exceed 6.00 meters in height above the street crown except neon signs which
• Signs shall be placed in such a manner that no part of its surface will interfere in any way with the free shall be constructed in conformity with accepted engineering standards.
use of a doorway, a fire escape, standpipe or other required means of exit and fire-protective devices. • Ground signs shall be located within the property line and under no circumstances shall the occupy the
• Signs shall be erected in such a manner as not to confuse or obstruct the view or interpretation of any street or sidewalk.
public sign, traffic signal or device, nor obstruct the sight, distract the attention of motorist, reflect • Public or government signs erected or installed within the area of the sidewalk shall be so designed and
blinding light or cause glare to oncoming traffic. located that they do not obstruct the easy passage of pedestrians nor distract the attention of motorists.
• Signs which are written in Chinese or any foreign language shall have a corresponding translation in • Self-supporting outdoor signs along highways shall be located 10.00 meters away from the property
English or in the local dialect. lines abutting the road right-of-way.
• The bottom line of all signboards adjacent to each other shall follow a common base line as determined
by the Building Official.
Advertising Signs
• Outdoor advertising signs shall be permitted only in commercial or industrial zones as designated in
the Official Zoning Map.
Business Signs
• Business signs shall have a maximum width of 1.20 meters and a length not exceeding the frontage of
the lot.
• Business signs installed, displayed or erected in the same building shall preferably be of identical size
and flush against the building façade.
Projecting Signs
• In highly built-up urban areas, business signs may be allowed within the immediate approaches as
defined in the National Building Code.
• On non-arcaded streets or where arcades are proposed, signs shall not extend more than 1.20 meters
from the wall line or building line. On arcaded streets, the signs shall not project more than 1.00
Roof Signs
meter from the wall line over the street. For buildings abutting or streets or alleys without sidewalks or
provisions therefore, the rules for arcaded streets shall apply on projecting signs.
• The design and construction of roof signs shall conform to the provisions of the National Building
Code. However, no signs shall be erected, attached to, installed or fastened on roof tops of building of
wooden structures.
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• A clearance of not less than 3.00 meters shall be provided below the lowest part of such signs • All signs painted or pasted on the exterior surface of buildings or structures may be considered either as
projecting over sidewalks on buildings without arcades and a clearance of not less than 5.00 meters business or advertising signs.
shall be provided below the lowest part of such signs projecting over arcaded streets. • Sign stands or display stands shall not be placed on the sidewalk pavement.
• The erection of electric neon signboards or other advertisements of similar nature projecting over
roadway or public streets, shall be allowed, provided that:
• Clear distance between the signboards erected on one building is not less than 4.00 meters.
• Signboards on multi-storey buildings shall be erected on the same vertical line and shall not overlap
each other.
• Tops of signboards shall not extend over the topmost part of the parapet or the bottom line of the
eave of the building.
• In case of two adjacent buildings, adjacent signboards shall be placed at a distance of not less than
2.00 meters from the common boundary line.
• Signboards shall not obstruct any window or emergency exit, nor be closer than 1.00 meter to
electric and telephone posts and wires.
• Signs shall not be attached to, painted on, installed or displayed on posts or columns of arcades.
• Display windows or wall signs within 3.00 meters above the sidewalk shall be flush or recessed.
Wall Signs
• Display signs placed against the exterior surface of buildings shall not extend more than 300
Temporary Signs
millimeters from the wall with its lowest portion not less than 3.00 meters above the sidewalk.
• Signs shall not extend beyond the top and/or sides of any face of the exterior perimeter walls of the
• All temporary signs, bills, posters and the like may be installed or posted only in areas or structures
building. Signs when made of combustible materials shall not exceed 4.00 square meters in area.
allowed by pertinent provisions of the National Building Code.
Those made of incombustible materials may be allowed to cover the entire surface of blank walls only
and shall not be allowed to cover or obstruct openings.
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• Streamers strung over or across any public thoroughfare shall have the necessary permit therefore from • Arcades shall be cantilevered from the building line over the sidewalk, and the horizontal clearance
the Building Official. The lowest point of the bottom edge of streamer shall have a minimum between the curb line and the outermost face of any part of the arcade shall not be less than 500
clearance of 4.30 meters above the pavement. millimeters.
Arcades and Sidewalks
• Sidewalks shall be of uniform width throughout the entire length of the street. The width of a
sidewalk shall not be less than 1/6 of the road right-of-way.
• The sidewalk pavement shall have a non-slip surface and shall slope down from the building line
towards the curb line at not more than one in fifty (1/50) and shall level off with the curb.
• Combined open and arcaded sidewalks shall be provided with a planting strip of not less than 800
millimeters in width as a separating strip between the arcaded portion and the open portion of the
sidewalk.
• Sidewalks of 2.00 meters or more in width shall include on its outer side a planting strip of not less
than 800 millimeters in width, separating the curb from the sidewalk pavement.
Vertical Clearance of Arcades

• All arcades shall be of uniform width throughout the entire length of the street within the block or
from one street corner to another.

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• The vertical clearance of arcades shall be uniform throughout the entire length of the street within the • Whenever the slope of the street in one in ten (1/10) the sidewalk shall be maintained level for every
block or from one street corner to another. 20 to 40 meters of run. Sidewalks of different levels shall be joined by means of a ramp having any
convenient slope not exceeding one in six (1/6).
• The minimum vertical clearance of arcades shall be 3 meter and the maximum shall be 6 meters. • When the grade to two connecting sidewalks are between + one in ten (+1/10) and + one in eight (+
1/8), the two sidewalks shall be joined by means of a ramp having any convenient slope not exceeding
Grade of Sidewalks one in ten (1/10).
• Sidewalks shall, as much as possible, be level and of uniform grade throughout the entire length of the Driveways, Entrances and Exits
street.
• Whenever the slope of the street does not exceed one in twelve (1/12) the sidewalk grade shall follow • To maximize the use of the sidewalk area, the surface of the sidewalk and the driveway shall as much as
the level or slope of the street. possible, be at the same plane. The entry ramp of the driveway connecting the roadway surface to the
sidewalk surface shall have a slope ranging from one in three (1/3) to one in four (1/4).

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• Whenever the height of the curb is more than 200 millimeters, driveways may be constructed across
the entire width of the sidewalk, provided that the driveway shall be joined to the sidewalk by means of
a ramp of rough finish having a slope of not more than one in eight (1/8). The driveway and the ramp
shall be made of the same materials as that of the sidewalk.
• Driveways underneath arcades may be allowed only underneath cantilevered arcades within the road
right-of-way or underneath colonnaded arcades on private properties outside the road right-of-way. Access Streets
• Interior or rear lots shall have an access road with a minimum width depending upon the number of
buildings or units which it serves subject to approval of the local planning authority, provided,
however, that said access street or road shall not be less than three meters (3.00 M) in width.
• Multiple Living Units on same lot on which apartments, rowhouses or accessorias or a group of single
detached buildings are built shall be provided with an access road directly connecting said buildings or
units to a public street or alley following the schedule below:
a) Up to six (6) units .................................................................. 3.00 M. wide

b) Seven (7) up to fifteen (15) units ............................................ 4.00 M. wide
c) Sixteen (16) up to twenty-five (25) units................................. 5.00 M. wide
d) Twenty-six (26) up to thirty-five (35) units ........................... .6.00 M. wide
e) More than thirty-five (35) units .............................................. 7.50 M. wide
• Privately-owned access roads shall be duly registered and annotated in the lot title as such for as long as
• Entrance and exits of buildings abutting sidewalks shall be made of either ramps or steps. the said apartments, rowhouses, etc., exist.
• Entrance or exit ramps shall have a slope not exceeding one in ten (1/10).
• Entrance or exit steps shall have trends of not less than 300 millimeters. The minimum number of • All kinds of subdivisions and residential condominiums shall comply with the rules and regulations on
steps shall be two (2), with risers not exceeding 100 millimeters. access roads promulgated by the Housing and Land Use Regulatory Board (HLURB) and the National
• No portion of either entrance or exit ramps or steps shall intrude into the sidewalk pavement. Housing Authority (NHA).
• Under no circumstances shall obstruction of any kind be allowed on sidewalks, whether open or
arcaded.

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Cemeteries and Memorial Parks
• Cemeteries shall be located in accordance with the approved land use plan of the city/municipality
concerned. Prior clearance shall be obtained from the appropriate and authorized agencies.
• As much as possible, cemeteries shall be situated at the peripheries of communities, away from centers
of population or municipal poblaciones, at least one (1) kilometers away from main thoroughfares.
• Whenever possible, two or more municipalities sharing common boundaries between them should
have a common cemetery situated at a central site accessible from any of the municipalities.
• A buffer strip 25 meters wide inward from and along the property line of the cemetery shall be
provided and planted to trees. No burial is allowed within the buffer strip.
• No cemetery shall be located less than 50 meters from any source of water supply, wells, fresh water
rivers, streams, creeks, lakes, or lagoons. Neither shall wells be dug at any point less than 50 meters
from existing cemeteries.
• Cemeteries shall be located only on ground where the water table is not higher than 4.25 meters below
the ground surface. Where this is not possible, the cemetery shall be situated not less than 300 meters
downhill, and not less than 1000 meters uphill from any surface well or source of potable water supply,
neither shall they be located within the watershed of a potable water supply system.
Lay-out and Landscaping:
• The cemetery shall be totally enclosed by a perimeter fence of strong material, and all gates provided
with a strong door and lock. Perimeter walls shall not exceed 3.00 meters in height.
• Where a cemetery is enclosed by a solid reinforced concrete wall at least 2 meters high, but not
exceeding 3.00 meters, it is allowed to construct tombs, vaults, mausoleums or other types of
sepultures for the dead up to the walls. Otherwise a clearance of 5 meters shall be maintained between
the perimeter fence and the nearest interment plot.
• Where the cemetery lot abuts a busy thorough fare, there shall be a setback of sufficient distance to
provide enough parking space to admit all funeral traffic for five (5) simultaneous funerals without
spillage to the thoroughfare.

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Roads Inside Cemeteries: • Before construction is started on any mausoleum, canopy over a tomb, or multi-level niches, a building
permit shall be secured therefore from the Office of the Building Official.
• For Local cemeteries, there shall be a main road of 2 meters minimum width from the main gate • Horizontal divisions of columbaria shall be of reinforced concrete of at least 50 millimeters thickness.
straight to the rear of the cemetery for pedestrian traffic. Cross roads of 1 meter minimum width shall Vertical divisions may be of concrete hollow blocks of at least 100 millimeters thickness, in which case,
be laid out to divide the cemetery into sections. cement mortar shall be applied evenly to present a non-porous surface. Minimum dimensions of
• For memorial parks, roadways shall be at least 8 meters wide, laid out in such a manner that the individual cineraria shall be 300mm by 300mm by 460mm. Cinerary remains shall be placed inside
farthest interment site shall at least be within 60 meters walking distance from any roadway as the tightly sealed urns.
shape of the park lot allows. However, in no case shall the farthest interment site be more than 90
meters from any roadway. Pathways not less than one meter wide shall be provided through park Structures Within Approach/Departure Zones of Airport
sections on both sides of roadways, for the safety and convenience of pedestrians in the case of park
sections where the farthest interment lot is less than thirty (30) meters from the nearest roadway, no Approach/Departure Zone of an Airport – That area with an inner edge located 60 meters from the end of
pathway shall be required. There shall be a minimum setback or easement of one meter from the edge the runway, perpendicular and symmetrical about the prolongation of the runway centerline, both sides of
of the roadway to the nearest lot line. which have a divergence of 12.5% towards the outside, and with the inner edge as the short base of the
• The cemetery area shall be well graded with a view to provide efficient drainage for the area. isosceles trapezoid thus formed.
• Adequate space shall be provided for three planting.

• A chapel with a floor area of at least 50 sq.m. (5m x 10m) shall be constructed at a convenient location Inner Edge - A line perpendicular to the prolongation of the runway centerline and 60 meters form the
within the cemetery where funeral ceremonies may be held and incidentally serve as haven for funeral end of the runway. It is the short base of the isosceles trapezoid formed by the approach/departure zone,
participants against sun and rain. having a length as follows:
Interment, Burials and Entombments a) 150 meters for runways less than 1,500 meters long;
b) 300 meters for runways 1,500 meters long on more.
• For ground interments, there shall be a minimum depth of excavation of 1.5 meter from ground level
Inner Horizontal Surface - A horizontal plane located 45 meters above the elevation of the airport,
to base of excavation. However, if concrete vaults are used, the minimum depth of excavation from
starting from a distance of 390 meters from the centerline of the runway up to 4390 meters, for runways
base of vault to ground level shall be 1.0 meter.
less than 1,500 meters long; and at a distance of 465 meters from the centerline of the runway up to 4465
• Ground interments shall be allowed only in designated graveyard areas of the cemetery and may be
meters, for runways 1,500 meters long or more.
provided with suitable markers, headstones or memorials.
• Vaults for tombs and mausoleums for above-ground interments shall be of solid reinforced concrete.
Transition Surface - A specified surface sloping upwards and outwards from the edge of the
Concrete hollow blocks or any unit masonry construction of ceramics, adobe or the like shall not be
approach/departure zone and from a line originating at the end of the inner edge, drawn parallel to the
allowed for the construction of above-ground vaults; tombs or mausoleums. Mausoleums may be
runway centerline, having a slope of 14.3% (1:7). The outer limit of the transition surface shall be
provided with ossuary along the interior walls.
determined by its intersection with the plane of the inner horizontal surface.
• Multi-level interment niches shall only be of solid reinforced concrete construction, of not less than
150 millimeters thickness in which case they may be allowed to abut walls of the cemetery, provided
the walls are of solid reinforced concrete construction. Concrete hollow blocks, or any unit masonry
construction of ceramics, adobe or the like shall not be allowed.
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Strip of Runway - That rectangular area determined by a line originating at the end of the inner edge
drawn parallel to the centerline of the runway having a total length of L+120 meters, where L is the length
of the runway in meters, and a width equal to the length of the inner edge.
• No new building/structure shall be allowed within the strip of a runway.

• The portion of the approach/departure zone where new construction is allowed is an isosceles trapezoid
symmetrical about the prolongation of the runway centerline, the shorter base of which is the inner
edge of the approach/departure zone. The height of buildings/structures within this zone shall be
limited by an imaginary line with a slope of 2% beyond 3,000 meters. The dimensions of the isosceles
trapezoid are as shown on the table below:
Length Inner edge Distance

of runway (Short base) Long base Between
(in meters) (in meters) (in meters) Bases (in meters)
1,500 or more 300 1,050 3,000

Less than 1,500 150 900 3,000
• A height clearance certificate shall first be secured from the Air Transportation Office (ATO) before a
building permit may be issued for the construction of buildings/structures located:
a) within 500 meters measured normal to the centerline of the runway of an airport, regardless of
height;
b) from 500 meters up to 24.5 kilometers measured normal to the centerline of the runway of an
airport and exceeding 45 meters in height above the elevation of the runway;
c) within the approach/departure zone of an airport at a distance of 2,250 meters measured from the
inner edge, regardless of height;
d) within the approach/departure zone of an airport beyond 2,250 meters from the inner edge up to
15 kilometers and exceeding 45 meters in height above the elevation of the runway.

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5) Residential hotels and apartels - 1 slot/5 units
6) Motels - 1 slot/unit
7) Neighborhood shopping center - 1 slot/100 sq.m. of floor area
8) Markets - 1 slot/150sq.m. of floor area
9) Restaurants, fast-food centers, bars ,beerhouses - 1 slot/30sq.m. of customer area
10) Nightclubs, supperclubs, theater, restaurants - 1 slot/20sq.m. of customer area
11) Office buildings - 1 slot/125sq.m. of gross floor area
12) Pension/boarding/lodging houses - 1 slot/20 beds
13) Other building in business/commercial zones - 1 slot/125sq.m. of gross floor area
14) Public assembly buildings such as theaters, - 1 slot/50sq.m. of spectator area
cinemas, auditoria, stadia, etc.
15) Places of worship and funeral parlors - 1 slot/50sq.m. of congregation area
16) Schools
Elem., secondary, vocational, trade schools - 1 slot/10 classrooms
Colleges and universities - 1 slot/5 classrooms
17) Hospitals - 1 slot/25 beds
Parking and Loading Space
18) Recreational facilities
Bowling alleys - 1 slot/4 alleys
The parking space rating listed below are minimum off-street requirements for specific uses/occupancies for
Amusement centers - 1 slot/50sq.m. of gross floor area
buildings/structures:
Clubhouses, beach houses and the like - 1 slot/100sq.m. of gross floor area
19) Factories, manufacturing establishments,
• The size of an average automobile parking slot shall be computed at 2.4 meters by 5.00 meters for mercantile buildings, warehouses and
perpendicular or diagonal parking, at 2.00 meters by 6.00 meters for parallel parking. A truck or bus storage bins - 1 car slot/1,000sq,m. of gross floor area
parking/loading slot shall be computed at a minimum of 3.60 meters by 12.00 meters. The parking 20) Tourist bus parking areas - 2 bus slots/hotel or theater restaurant
slot shall be drawn to scale and the total number of which shall be indicated on the plans and specified
whether or not parking accommodations, are attendant-managed. (See Section 2 for computation of Parking Requirement Computation
parking requirements).
• Low-income single detached living units in housing project areas with individual lots not more than The off-street parking requirement rating may be reduced in accordance with any or all of the following
100 square meters. - 1 Pooled parking at 1 slot/10 living units applicable conditions, provided such conditions are permanent:
• Multi-family living units regardless of number of stories with an average living unit floor area of:
1) Up to 50 sq.m. - 1 slot/8 living units • Only off-street service and loading bay requirement are to be provided if the area where the
2) Above 50 sq.m. to 100 sq.m. - 1 slot/4 living units building/structure to be erected is designated as a pedestrian-dominated zone.
3) More than 100 sq.m. - 1 slot/living unit • In mixed occupancies, the parking requirements shall be the sum of 100% of the dominant use and
4) Hotels - 1 slot/10 rooms 50% of each of the non-dominant uses.

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• Fifty percent of all available on-street parking slots along roads fronting the property lines, whether Loading Slot Requirements
police-controlled or meter-controlled, may be included in computing parking requirements of
individual buildings/structures located thereat. Stores, manufacturing, wholesale or - 1 loading slot for every 5,000 sq.m. of gross
• In areas where adequate public parking lots/multi-floor parking garages are available within 200 meters mercantile buildings/structures, or similar floor area with a minimum of 1 truck loading
of the proposed buildings/structures, only 20% of parking requirements may be provided within the occupancies slot.
premises.
Hotels and hospitals - 1 truck loading slot
• In computing for parking slots, a fraction of 0.5 and above shall be considered as I slot. In all cases
however, a minimum of a 1 parking slot shall be provided except in cases of low-income single
detached living units. Light and Ventilation
Special Provisions • The measurement of site occupancy or lot occupancy shall be taken at the ground level and shall be
exclusive of courts, yards, and light wells.
For building/structures intended for the use or occupancy of the handicapped, the following minimum
provisions shall be observed: Table I. Private Open Space Requirements
TYPE PERCENT OF OPEN SPACE
• 1 accessible parking slot for the handicapped per 50 parking lots up to 150 slots and an additional slot OF LOT A & B (Residential ALL OTHERS
for every 100 slots thereafter.

a) Interior Lot 50 % 25 %
(Lot located in the interior of a block
made accessible from a public street
• Wheel chair transfer area:
or alley by means of a private access
One between every two spaces. road)
Directly connects to accessible walks of travel and accessible building entrances.
b) Inside Lot 20 % 15 %
(Lot-corner or single frontage lot)
• Maximum distance of accessible parking area from facility served. c) Corner and /or Through Lot 10 % 5%
Parking areas for the physically handicapped shall be within 60m. of the facility being served. This
d) Lots bounded on three (3) or more 5% 5%
shall be measured from the farthest parking space along accessible path to the closest accessible sides by public open spaces such as
entrance. streets, alleys, easement of seashores,
rivers, esteros, etc.
Group A buildings in R-1 Zones shall follow the minimum yard standards in Table II to comply
• All accessible parking spaces for the handicapped shall have the international symbol of access. with the open space requirement.
All signs are to be in white graphics on a dark blue background.
EXCEPTIONS : When the lots as described in (b), (c), and (d) in Table 1 are too shallow such that the
Size for exterior use shall be 30 cm. by 30 cm. or 60cm. by 60cm. public open space on which they abut can adequately supply light and ventilation to every room wherein
Lettering for brief facility identification for the partially sighted shall be a minimum height of 5.0 cm. subject to the requirements on window opening, the requirements on private open space above may be
waived, provided, however, that for lots abutting only one public open space, the depth shall be not more
than 5.00 meters; and for those abutting two or more public open spaces, the depth shall be not more than
10.00 meters.

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CCCDMP
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• Courts, yards and light wells shall be measure clear of all projections from the walls enclosing such
wells or yards with the exception of roof leaders, wall copings, sills, or steel fire escapes not exceeding
1.20 meters in width.
• Maximum site occupancy shall be governed by use, type of construction, and height of the building
and the use, area, nature and location of the site; and subject to the provisions of the local zoning
requirements and in accordance with the following:
a) Public – Streets, alleys, easements of seashores, rivers, creeks, esteros, railroad tracks, etc., parks,
plazas, playgrounds, etc.
b) Private – Courts, yards, setbacks, lightwells, uncovered driveways, access roads and parking spaces.
Sizes and Dimensions of Courts and Yards
• Minimum sizes of courts and yards and their least dimensions shall be governed by the use, type of
construction, and height of the building as provided hereunder, provided that the minimum horizontal
dimension of said courts and yards shall be not less than 2.00 meters. All inner courts shall be
connected to a street or yard, either by a passageway with a minimum width of 1.20 meters or by a
door through a room or rooms.
Court - An unoccupied space between building lines and lot lines other than a yard: free, open and
unobstructed from the ground upward.
a) Inner Court - A court bounded on three sides or around its periphery by building lines.
b) Open Court - A court bounded on three sides by building lines with one side bounded by
another open space whether public or private.
c) Through Court - A court bounded on two opposite sides by building lines with the other
opposite sides bounded by other open spaces whether public or private.
• Every court shall have a width of not less than 2.00 meters for one and two-story buildings. However,
this may be reduced to not less than 1.50 meters in cluster living units such as quadruplexes,
rowhouses and the like one or two stories in height with adjacent courts with an area of not less than
3.00 square meters. Provided, further, that the separation walls or fences, if any, shall be not higher
than 2.00 meters. Irregularly-shaped lots such as triangular lots and the like whose courts may be also
triangular in shape may be exempted from having a minimum width of 2.00 meters, provided than no
side thereof shall be less than 3.00 meters and the area shall be not less than that required in Table 1.

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• For buildings more than two(2) stories in height, the minimum width of the court shall be increased at Yard - The vacant space left between the building and the property lines. Yards shall be subject to the
the rate of 300 millimeters (9.30 m) for each additional story up to the fourteenth story. For buildings same basic requirements as courts. In addition, the following rules shall be observed:
exceeding fourteen (14) stories in height, the required width of the court shall be computed on the
basis of fourteen (14) stories. a) Yards for Residential Buildings.
Table II
ZONES
YARD R-1 R-2 R-3
Front 5.00 m. *See abutments

Side 2.00 m. -do-
Rear 2.00 m. -do-
Where: R-1 means Low-Density Residential Zone, characterized mainly by single-family, single
detached dwellings with the usual community ancillary uses on a neighborhood scale, such as
exclusive subdivisions and relatively exclusive residential communities which are not subdivisions.
R-2 means Medium-Density Residential Zone, characterized mainly by medium-density
housing like low and medium-rise, multiple family dwellings on a limited scale and the usual
community ancillary uses on a barangay scale, such as semi-exclusive subdivisions and semi-
exclusive residential communities which are not subdivisions. R-3 means High-Density
Residential Zone, characterized by a very mixed housing type and high density housing, like high-
rise buildings with more than usual community ancillary uses increasingly commercial in scale.
* Abutments on the front, side and rear property line may be allowed provided that the following
requirements shall be complied with:
1. Open space as prescribed in Table 1.
2. Window opening as prescribed in Section 7.
3. Firewall with a minimum of one-hour fire resistive rating constructed with a minimum height
clearance of 1.00 meter above the roof.
• The required open space shall be located totally or distributed anywhere within the lot in such a
manner as to provide maximum light and ventilation into the building.
b) Yards for Commercial, Industrial, Institutional and Recreational Building.

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Table III
ROAD RIGHT-OF-WAY FRONT SIDE REAR
30 meters & above 10 m. 3 m. 3 m.
25-29 meters 8 m. 3 m. 3 m.
20-24 meters 6 m. 3 m. 3 m.
10-19 meters 4 m. 2 m. 2 m.
Below 10 meters 2 m. 2 m. 2 m.
• The yard requirements in Table III above are for newly-developed thoroughfares. For highly built-up
urban areas with duly established lines and grades reflecting therein proposed road widening and
elevations, the requirements in Table III above may not be imposed and the building may abut on the
front, side and rear property lines provided that the requirements on open space, window opening,
artificial ventilation, if any, and firewalls are complied with.
Setback - The vacant space left between the building and lot lines less than 2.00 meters in width. A
setback may be considered part of the open space, provided that it abuts a permanent public open
space without any separation between them which obstructs the free flow of light and ventilation.
Fences, if any, made of wrought or galvanized iron bars and the like with solid masonry zocalo, if any,
not higher than 1.00 meter shall be allowed.

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Uncovered Driveways, Access Roads and Parking Spaces may be considered part of the open space less than 240 sq. mm. Such window or windows shall open directly to a court, yard, public street or
provided that they are open and unobstructed from the ground upward as in courts and yards. alley, or open water course.
Ceiling Heights • Exception. Required windows may open into a roofed porch where the porch
a) abuts a court, yard, public street or alley, or open water course and other public open spaces,
• Habitable rooms provided with artificial ventilation shall have ceiling heights not less than 2.40 meters b) has a ceiling height of not less than 2.70 meters, or
measured from the floor to the ceiling; Provided that for buildings of more than one-storey, the c) has no of the longer sides at least 65 percent open and unobstructed.
minimum ceiling height of the first story shall be 2.70 meters and that for the second story 2.40 meters
and the succeeding stories shall have an unobstructed typical head-room clearance o not less than 2.10 • Eaves over required windows shall be not less than 750 millimeters from the side and rear property
meters above the finished floor. Above stated rooms with a natural ventilation shall have ceiling lines.
heights not less than 2.70 meters.
• Mezzanine floors shall have a clear ceiling height not less than 1.80 meters above and below it. Vent Shafts:
Sizes and Dimensions of Rooms: • Ventilation or vent shafts shall have a horizontal cross-sectional area of not less than 0.10 square meter
for every meter of height of shaft but in no case shall the area be less than 1.00 square meter. No vent
• Minimum sizes of rooms and their least horizontal dimensions shall be as follows: shaft shall have its least dimension less than 600 millimeters.
• Rooms for Human Habitations - 6.00 square meters with a least dimension of 2.00 meters; • Skylights - Unless open to the outer air at the top for its full area, vent shafts shall be covered by a
• Kitchen - 3.00 square meters with a least dimension of 1.50 meters; skylight having a net free area or fixed louver openings equal to the maximum required shaft area.
• Bath and toilet - 1.20 square meters with a least dimension of 0.90 meter. • Air ducts shall open to a street or court by a horizontal duct or intake at a point below the lowest
window opening. Such duct or intake shall have a minimum unobstructed cross-sectional area of not
Air Space Requirements in Determining Sizes of Rooms: less than 0.30 square meter with a minimum dimension of 300 millimeters. The openings to the duct
of intake shall be not less than 300 millimeters above the bottom of the shaft and the street surface or
• Minimum air space shall be provided as follows: level of court, at the respective ends of the duct or intake.
• School Rooms - 3.00 cubic meters with 1.00 square meter of floor area per person;
Artificial Ventilation
• Workshop, Factories, and Offices - 12.00 cubic meters of air space per person;
• Habitable Rooms - 14.00 cubic meters of air space per person.
• Rooms or spaces housing industrial or heating equipment shall be provided with artificial means of
ventilation to prevent excessive accumulation of hot and/or polluted air.
Window Opening
• Whenever artificial ventilation is required, the equipment shall be designed and constructed to meet
• Rooms intended for any use, not provided with artificial ventilation system, shall be provided with a
the following minimum requirements in air changes as reflected in Table IV.
window or windows with a total free area of openings equal to at least ten percent of the floor area of
the room, provided that such opening shall be not less than one (1) square meter. However, toil and • For other rooms or spaces not specifically covered under this Section, applicable provisions of the
bath rooms, laundry rooms and similar rooms shall be provided with window or windows with an area Philippine Mechanical Engineering Code shall be followed.
not less than one-twentieth of the floor area of such rooms, provided that such opening shall be not

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Table IV more than 3.00 meters; Except, that towers, spires and steeples, erected as parts of the building and
CUBIC METER CEILING HEIGHT,METER not used for habitation or storage are limited as to the height only by structural design, if completely of
USE OR OCCUPANCY PER MINUTE PER 2.40 3.00 3.70 4.90 6.10 incombustible materials, or may extend not to exceed 6.00 meters above the height limits for each
PERSON
MINIMUM MAXIMUM AIR CHANGES PER HOUR occupancy group, if of combustible materials.
Apartment 0.29 0.43 3 2 1-1/2 1 ¾ • The height of any building/structure shall be subject to clearance requirements of the Air
Banking Space 0.22 0.29 3 2 1-1/2 1 ¾ Transportation Office (ATO)/Military authorities in the case of airports, and of military authorities in
Barber Shop 0.22 0.29 3 2 1-1/2 1 ¾ the case of security-oriented facilities/installations.
Beauty Parlor 0.22 0.29 3 2 1-1/2 1 ¾ • Character of occupancy and type of construction:
Broker’s Board Room 0.57 0.85 8 6 4-1/2 3 2½
• Buildings/structures whose character of occupancy or use and occupant load are less hazardous as
Cafeteria 0.43 0.57 6 4-1/2 3-1/2 2½ 1-3/4
to life and fire risks may be built higher than those which are more hazardous.
Cocktail bar 0.57 0.85 8 6 4-1/2 3 2-1/4
• Buildings/structures falling under Types IV or V (steel, iron, concrete or masonry construction)
Churches 0.14 0.22 3 2 1-1/2 1 ¾
may be built higher than those falling under Types I or II (wooden construction).
Department Stores 0.22 0.43 3 2 1-1/2 1 ¾
• In any given locality the height of buildings/structures shall be governed by the following factors:
Director’s Room 0.85 0.14 8 6 4-1/2 3 2-1/4
• Population density :
Drugstore (no counter) 0.22 0.29 3 2 1-1/2 1 ¾
Consider both the present and projected population density in the area.
Drugstore (w/counter) 0.29 0.43 5 3-3/4 3 2 1-1/2
Funeral Parlor 0.14 0.22 3 2 1-1/2 1 ¾ • Building bulk:
For a given volume of building/structure, that which has a lesser area of ground coverage may be
Gambling Rooms Garage 0.57 0.85 6 6 4-1/2 3 2-1/4
built higher than that of greater area of ground coverage.
Hospital Room, Hotel room 0.29 0.43 3 2 1-1/2 1 ¾
Laboratories 0.43 0.57 6 4-1/2 3-1/2 2½ 1-3/4 • Widths of streets:
Office 0.29 0.43 4 3 2-1/4 1½ 1 Provide for adequate light and ventilation and accessibility.
Restaurant, Kitchen 0.34 0.43 5 3-3/4 3 2 1-1/2 • Traffic conditions and parking/loading requirements:
Shop, retail 0.22 0.29 3 2 1-1/2 1 ¾ Provide effective control of traffic and adequate parking/loading facilities.
Theaters 0.14 0.22 • Provisions of land use plans and zoning ordinances.
• Geological conditions:
Artificial Lighting Consider soil characteristics, location in relation to fault lines and earthquake belts and proximity
to volcanoes.
• Buildings/structures shall be designed and equipped to provide adequate lighting in accordance with • Hydrological conditions:
the provisions’ of the Philippine Electrical Code and the Fire Code of the Philippines. Consider the water table at the site and distance to waterways and shorelines.
• Meteorological conditions:
Maximum Height of Buildings Consider the frequency and intensity of destructive typhoons, prevailing wind direction, relative
humidity, amount of precipitation and the prevailing ambient.
• The height shall be measured from the highest adjoining public sidewalk or ground surface; Provided,
that the height measured from the lowest adjoining surface shall not exceed such maximum height by

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• Environmental conditions:
Provide effective control of air, noise and thermal pollution. Promote growth of vegetation.
Optimize natural light and ventilation.
• Availability and capacity of public utility/service system:
Consider the availability and adequacy of electric power, potable and non potable water supply,
drainage and drainage, transportation and communications facilities.

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2023 225

Five Principles of Urban Design

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Five Principles of Urban Design

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18

Calbayog City Comprehensive Development Master Plan, 2003-2023

• Walking and cycling as viable, attractive alternatives to riding and driving;

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Other Design Guidelines

Calbayog City Comprehensive Development Master Plan, 2003-2023

Arcades and Sidewalks

Vertical Clearance of Arcades

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

a) Up to six (6) units .................................................................. 3.00 M. wide

Calbayog City Comprehensive Development Master Plan, 2003-2023

Lay-out and Landscaping:

Calbayog City Comprehensive Development Master Plan, 2003-2023

• Adequate space shall be provided for three planting.

participants against sun and rain. having a length as follows:

• No new building/structure shall be allowed within the strip of a runway.

Length Inner edge Distance

1,500 or more 300 1,050 3,000

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

for every 100 slots thereafter.

Calbayog City Comprehensive Development Master Plan, 2003-2023

Sizes and Dimensions of Courts and Yards

Calbayog City Comprehensive Development Master Plan, 2003-2023

Front 5.00 m. *See abutments

1. Open space as prescribed in Table 1.

2. Window opening as prescribed in Section 7.

b) Yards for Commercial, Industrial, Institutional and Recreational Building.

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

Calbayog City Comprehensive Development Master Plan, 2003-2023

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